WesWorld

A look ahead at what is cooking in the minds of the Air Staff and what will soon be winging its way to the aircraft manufacturers.

A.4/45: Issued for a short take-off and landing utility aircraft seating four passengers capable of taking off within 80 yards and landing within 70 yards. The engine will either be a 240hp de Havilland Gipsy Queen or a 540hp Alvis Leonides IV radial engine.
Contenders are;
Scottish Aviation Pioneer

B.3/45: Issued to BCAC (former Westland division) to develop W.E.W Petters High-Altitude High-Speed Unarmed Bomber concept powered by two Rolls-Royce Nene turbojets.
In 1944, Westlands Technical Director, W.E.W. Petter began work on his High-Altitude High-Speed Unarmed Bomber after discussions with Sir William Freeman and the Director of Technical Development at the Air Ministry N.E. Rowe. Petter drew up two designs; the P.1056 with a tailwheel arrangement and the P.1061 with a tricycle undercarriage. A nose intake on both would feed two axial-turbojets in the centre fuselage. The two flightcrew would sit side-by-side and with aircraft would be armed with four 20mm cannon and a bomb bay behind the engine for six bombs, RPs could be carried underwing. Speed was estimated as 520mph at 25,000ft.

B.11/45: Issued to BCAC (former Vickers division) for a Rolls-Royce Clyde propeller-turbine powered variant of the Vickers Giant Bomber still in development. First flight planned late 1947.

E.20/45: Allocated to BCAC (former Bristol) for light helicopter research.

N.7/45: Issued to Hawker to cover private venture work for a carrier-based jet fighter.
Sidney Camm has begun investigating a jet-powered Fury as the P.1035 which had wing root intakes and a long tail jet-pipe. A first flight could take place during late 1946.

GR.17/45: Issued for a carrier-based anti-submarine aircraft, consideration is to be for a propeller-turbine engine and is must be capable of operation from small carriers. It must carry an ASV set and have a bomb bay.
Contenders are;
Blackburn B.54, a low wing design with a cranked wing 44ft 2ins span wing and powered by a single Rolls-Royce Griffon inline engine. The tailplane has heavy dihedral and the retractable ASV set is mounted behind the bomb bay and the B.54 has tricycle undercarriage. The crew of three sit in tandem with two sliding canopies. Estimated speed is 250mph and all-up weight 17,730lbs.
Fairey Type Q, broadly based on the Strike Fighter concept and designed for a dual-turbine propeller-turbine engine like those proposed by Rolls-Royce and Armstrong Siddeley. The wing is cranked and a tricycle undercarriage is fitted, tandem seating for the two crew with individual sliding canopies and a retractable ASV set mounted behind the bomb bay.
The winner is ?

N.5/45 Issued to Fairey for a Rolls-Royce Clyde testbed based on the Spearfish torpedo-bomber.

T.7/45: Issued for a propeller-turbine-powered three-seat advanced trainer for the RAF and FAA. The Armstrong Siddeley ASM.1 and the Rolls-Royce RB.53 are the intended engines.
Contenders are;
Avro 701 Athena, a three-seat design with low-set wing and side-by-side seating for pupil and instructor, estimated maximum speed of 290-295mph with the new ASM.1 or RB.53 engines. Dimensions; 40/ 37.3/ 12.11/ 270 sq ft; estimated range 550 miles; service ceiling 29,000ft and rate of climb 2,050ft/min.
Boulton Paul P.108 Balliol, a two-seat trainer with low wing, also proposed as a naval variant with arrestor hook and to be powered by an ASM.1. Maximum estimated speed 307mph. Dimensions; 39.4/ 35.1/ 12.6/ 250 sq ft; estimated range 660 miles; service ceiling 32,500ft and rate of climb 1,790ft/min.
The winner is ?

P.2/45: Issued for Medium-Range Empire Aircraft for BOAC capable of operating stages over 1,000nm with a maximum operating weight of 100,000lbs and seating 32-36 passengers in a pressurised cabin and powered by four air-cooled piston engines. It is to serve all the main African and Middle Eastern routes as well as a possible one-stop Atlantic route.
Contenders are;
Avro 697, a development of the Tudor family powered by four 2,850hp Bristol Centaurus V radial engines with a cruising speed of 325mph with a range of 2,600 miles carrying 48 passengers or 3,140 miles carrying 32 passengers at 250mph or 32 passengers over 2,600 miles at 325mph and maximum take-off weight is 100,0000lbs.
BCAC Type 175, a low-wing airliner powered by four Centaurus or four Bristol Theseus and seating 36 passengers with an AUW of 94,000lbs. This new airframe has already been used to meet the requirements of the long-range P.2/42 airliner. Both specifications would then be met by a common airframe.
Handley Page H.P.83-85, all are identical developments of the Hermes family except for the engines used (HP.83 four Centaurus, HP.84 four Proteus and HP.85 two coupled Proteus), the HP.85 has a new single spar wing
The winner is ?

Q.19/45: Issued for a high-speed twin-engined target tug for the RAF and the FAA with safe fast towing speeds and an endurance of at least 3.5 hours.
Contenders are;
BCAC has offered a Buckmaster trainer modified with a single-fin tail and a dorsal winch operators position with a bubble canopy and two Malcolm winches in pods under the outer wings. Three crew are to be carried.
De Havilland has offered a Mosquito fitted a new extended glazed nose and a dorsal winch operators position with a bubble canopy above the bomb bay which is now fitted with Malcolm winch-gear and drogues. Two Malcolm winches can be fitted under the outer wings. The crew is increased to four.
Miles has offered a new-build design of composite wood and metal construction using some M.60 components and powered by two Bristol Centaurus radial engines. A dorsal winch operators position with a bubble canopy is provided and the winches and drogues are stored in the lower fuselage. Maximum speed is estimated at 370mph at 15,000ft with a range of 2,400 miles and a service ceiling of 30,000ft. A first flight could be achieved within two years.
The winner is ?

R.2/45: Issued for a maritime reconnaissance and anti-submarine flying boat capable of carrying a 4,000lb weapon load (or 8,000lb with reduced fuel load) with a maximum speed of 403mph. Eighty aircraft are planned and the type must be of economical construction and operation.
Contenders are;
Blackburn B.78
Saro P.104
Shorts S.42
BCAC (Supermarine) 524
The winner is ?

T.13/45: A twin-engined pilot and navigation trainer to replace the Oxford
Only contender is Vickers Varsity, a variant of the Viking/Valetta with longer fuselage, tricycle undercarriage, extended wings and a ventral bomb-aiming pannier.

T.16/45: A two-seat side-by-seat advanced trainer powered by a Leonides radial engine to replace the Prentice.
Contenders are;
Avro 714, based on the Athena but powered with either an AS Cheetah radial or a DH Gipsy Queen engine. A fixed tailwheel undercarriage is fitted and the pupil and instructor sit side-by-side.
Miles M.82, a low-wing monoplane with outer dihedral, a conventional tail wheel undercarriage is fitted and the pupil and instructor are seated side-by-side with all-round glazing and full dual controls and instruments. An AS Cheetah radial of 420hp is mounted in the nose.
Percival P.56, a basic low-wing trainer with tail wheel undercarriage and side-by-side seating for the pupil and instructor and powered by a Leonides radial.
The winner is?

The winners of these Specifications are:

GR.17/45: Issued for a carrier-based anti-submarine aircraft, consideration is to be for a propeller-turbine engine and is must be capable of operation from small carriers. It must carry and ASV set and have a bomb bay.
Contenders are;
Blackburn B.54 (YA.7), Fairey Type Q
The winner is; Fairey Type Q

T.7/45: Issued for a propeller-turbine-powered three-seat advanced trainer for the RAF and FAA. The Armstrong Siddeley ASM.1 and the Rolls-Royce RB.53 are the intended engines.
Contenders are; Avro 701, Boulton Paul P.108
The winner is: Boulton Paul P.108

P.2/45: Issued for Medium-Range Empire Aircraft for BOAC capable of operating stages over 1,000nm with a maximum operating weight of 100,000lbs and seating 32-36 passengers in a pressurised cabin and powered by four air-cooled piston engines. It is to serve all the main African and Middle Eastern routes as well as a possible one-stop Atlantic route.
Contenders are; Avro 697, Bristol Type 175, Handley Page H.P.83, H.P.84 and H.P.85.
The winner is; BCAC (Bristol) Type 175

Q.19/45: Issued for a high-speed twin-engined target tug for the RAF and the Fleet Air Arm with safe fast towing speeds and an endurance of at least 3.5 hours.
Contenders are; BCAC Buckmaster variant, De Havilland Mosquito variant, Miles new-build design.
The winner is: De Havilland Mosquito (will become the TT.Mk.VII), first flight planned for April 1946, 60+ aircraft planned

R.2/45: Issued for a maritime reconnaissance and anti-submarine flying boat capable of carrying a 4,000lb weapon load (or 8,000lb with reduced fuel load) with a maximum speed of 403mph. Eighty aircraft are planned and the type must be of economical construction and operation.
Contenders are; Blackburn B.78,Saro P.104, Shorts S.42, Supermarine 524.
The winner is;
The RAE assessment noted that Shorts design was now dated and had a poor cockpit layout. Saro’s P.104 hull form left little room for future needs but did feature the latest ideas to improve rough water characteristics. Supermarine’s 524 looked best for long-term development but its hull form and method of bomb carriage was inferior to Saro. The Tender Design Conference quickly ruled Shorts out and the Saro P.104 was judged technically the best and a development contract was placed for the Centaurus-powered version but with the reservation that propeller-turbines might be fitted in production aircraft.

T.16/45: A two-seat side-by-seat advanced trainer powered by a Leonides radial engine to replace the Prentice.
Contenders are; Avro 714, Miles M.82, Percival P.56
The winner is; Percival P.56

Here is my usual summary of forthcoming jet-related developments for the current sim year for OOC knowledge.


British Jet Developments 1945

Aircraft

Gloster G.40 E.28/37 Pioneer
Developed as a flying testbed for the Whittle W.1 gas turbine. The first prototype W4041 was retired on 21 August 1945. The second E.28/37, W4046, crashed and was destroyed due to aileron jamming on 30 July 1943. The third prototype, W4047, refitted with a 1,700lb Rolls-Royce Welland engine during December 1943 is still flying with the RAE.

Gloster G.41 Meteor
George Carter’s original study was approved in November 1940 and on 7th February 1941 eight prototypes were ordered (DG202-210). Rampage was assigned as a security codename; Millet would be the security code for the actual test flights. DG206 made the first flight on 5 March 1943 with two de Havilland H-1 Goblin engines. DG202 and DG205 flew with RB.23 Welland test engines, DG203 was powered by two 2,100lb Armstrong Siddeley ASX axial-flow turbojets, followed by DG204 with 2,000lb RB.26 Derwent turbojets. DG207 flew on 20 January 1944 with a modified fin, rudder and dive brakes and the final prototype DG208 flew with two production 1,700lb thrust Wellands on 18 April 1944. DG203 during early 1944 was refitted with 2,800lb ASX turbojets.
Meteor F.Mk.I
The prototypes were followed by twenty G.41A production aircraft from 12 January 1944. These had improved canopies and 1,700lb Wellands. The eighteenth aircraft, EE227 was converted into the RB.50 Trent Propeller-Turbine testbed as part of the research programme under Spec N.11/43; this flew with the Rolls-Royce RB.50 Trent I on 20 September 1944.
In July 1944, the first Meteors were issued to an operational squadron.
Dimensions; 43/ 41.3/ 13/ 374 sq ft; 2x 1,700lb Rolls-Royce RB.23 Welland I; max speed 415mph at 10,000ft; range 500 miles; service ceiling 40,000ft and MTOW 13,795lb. Armament: 4x 20mm Orkileon FFB cannon.
Meteor F.Mk.II
Planned as the de Havilland Goblin powered production mark. Since the Goblin is earmarked for de Havilland Vampire production it seems unlikely this mark will be built.
Meteor F.Mk.III
These had improved fuel capacity and a new sliding bubble canopy, these formed the balance of the original order of 150 Meteors, and 130 were completed as F.Mk.IIIs. All were powered by the more powerful 2,200lb RB.26 Derwent turbojet, as tested on DG204. An extra ventral fuel tank was also fitted. The first example flew in January 1945 and the mark entered operational service in March. On 7 November at Herne Bay an F.Mk.III achieved a record speed of 606mph flown by Group Captain H.J. Wilson.
Dimensions; 43/ 41.3/ 13/ 374 sq ft; 2x 2,200lb Rolls-Royce RB.26 Derwent II; max speed 520mph; range 600 miles; service ceiling 40,000ft and MTOW 13,795lb. Armament: 4x 20mm Orkileon FFB cannon.
Meteor F.Mk.IV
Under design for an attempt on the world air speed record with reduced wingspan and 3,500lb Derwent V engines. Should fly during early 1946. Will also become the new production standard fighter mark with at least 150 on order from 1945.
Meteor FR.Mk.V
A photo-reconnaissance variant of the F.Mk.IV equipped with two vertical cameras in the nose and two oblique cameras in the fuselage. No cannon are fitted. 50 were ordered in 1945 for delivery from March 1946.

Gloster G.45 Sea Meteor FSN.Mk.VI
Developed to meet Spec N.11/43 issued to Gloster for development of a navalised Meteor powered by two propeller-turbines. The eighteenth production Meteor, EE227, was fitted with two RB.50 Trent propeller-turbines, 7ft 11in five-blade Rotol propellers and a longer undercarriage. It first flew on 20 September 1944. EE227 became, in effect, the prototype G.45. A second navalised prototype was built and made its first flight 20 July 1945. This variant has been agreed for export to Australia.
Dimensions; 43/ 41.3/ 13/ 374 sq ft; 2x 750shp + 1,250lbs Rolls-Royce RB.50 Trent I; max speed 412mph; range 800 miles; service ceiling 35,000ft and MTOW 13,795lb. Armament: 4x 20mm Orkileon FFB2 cannon and two 250-1,000lb underwing bombs or 8x 60lb RPs.

De Havilland DH.100 Vampire
Two prototypes were ordered under Spec E.6/41, LZ548 and LZ551. The first prototype made its maiden flight at Hatfield on 20 September 1943 followed by LZ551 two months later. A major problem, eventually overcome, was snaking during high-speed runs, which was cured by altering the fin shape and tail arrangement. In 1943 100 production fighters were ordered.
Vampire F.Mk.I
The first production F.Mk.I flew on 20 April 1944 powered by a 3,100lb Goblin II. 100 are on order. From the fortieth aircraft underwing drop tanks will be fitted as standard and a pressurised cockpit will be ready from the fifty-first aircraft. Service entry with the RAF is planned for March 1946.
Dimensions; 38/ 30.9/ 8.10/ 262 sq ft; 1x 3,100lb de Havilland DGo.2 Goblin II; max speed 540mph; range 730 miles and service ceiling 42,800ft. Armament: 4x 20mm Orkileon FFB cannon.
Sea Vampire FN.Mk.II
Basically an F.Mk.I but with catapult spools and arrestor gear. The prototype LZ551 was converted with 40% extra flaps, long travel oleos and an arrestor hook. It first flew in this form in January 1944. 12 production aircraft were built during 1944 by Fairey and on 3 December 1944, LZ551 piloted by Captain Eric "Winkle" Brown became the first pure-jet aircraft to land on and take off from an aircraft carrier.
Vampire F.Mk.III
An improved variant with more fuel in extended wing tanks, the tailplane was lowered and its chord extended. The prototype TG275 flew on 4 November 1945, it is hoped the mark will enter service from mid-1947.
Dimensions; 38/ 30.9/ 8.10/ 262 sq ft; 1x 3,100lb de Havilland DGo.2 Goblin II; max speed 540mph; range 1,145 miles and service ceiling 42,800ft. Armament: 4x 20mm Orkileon FFB cannon.

AIRCO Handley Page H.P.77 Hampton
Developed to meet P.8/44 for a 32-seat airliner for BEA. The prototype was first flown on 26 November 1945. The HP.77 seats 34-24 passengers four-abreast with three flight crew plus cabin crew. The prototype is powered by two 2,200hp Bristol Theseus II propeller-turbines.
Dimensions; 83/ 76/ 22/ 860 sq ft; 2x 2,200hp Bristol Theseus II; max cruising speed 337mph; range 1,000 miles; service ceiling 25,500ft and MTOW 40,000lb.

Vickers Type 601 Windsor B.Mk.III
Designed to meet Spec B.9/45 for a Rolls-Royce Clyde powered variant of the Windsor bomber. The variant was planned to be powered by four 3,020shp + 1,225lb RR Clyde II propeller-turbines in new nacelles, cruise speed estimated 390mph at 20,000ft, sea level rate of climb 3,050ft/min, time to 30,000ft 17 minutes, service ceiling 37,000ft and range 2,415 miles with 3,580gal of fuel. Twin 0.50in MG nose turret and chin-mounted H2S radar of Mk II would be fitted. Known as Type 601 Windsor B, the prototype B.Mk.III WF557 first flew on December 14 1945 powered by four RB.39 Clyde I engines. The second prototype WF562 will not fly until 1946 as the planned Clyde II engines are not yet ready.


Engines

Rolls-Royce RB.26 Derwent V
The basic Derwent design was used to produce a larger 5,000lbs thrust engine known as the RB.41 Nene. Development of a scaled-down Nene specifically for use on the Meteor was named the Derwent V. Rated thrust 3,500lbs.

RB.41 Nene I 4,500lbs 1944
The Rolls-Royce RB.41 Nene is essentially an enlarged version of the Derwent with minimal changes to deliver 5,000lbs of thrust, making it the most powerful engine of its era. The Nene was designed and built in an astonishingly short five-month period in 1944, first running on 27 October 1944. Although based on the axial version of the basic Whittle-style layout, the Nene uses a double-sided centrifugal compressor for improved pressure ratio and thus higher thrust. Development of a scaled-down Nene specifically for use on the Meteor is the Derwent V.
Length: 96.8 in (2,459 mm)
Diameter: 49.5 in (1,257 mm)
Dry weight: 1,550 lb (700 kg) (less jet-pipe)
Compressor: Dual-entry centrifugal compressor with two-sided impeller
Combustors: 9 flow-combustion chambers
Turbine: Single-stage axial flow
Maximum thrust: 5,000 lbf (22.2 kN) at 12,400 rpm for takeoff
Overall pressure ratio: 4:1 static
Thrust-to-weight ratio: : 3.125

Rolls-Royce RB.50 Trent
RB.50 Trent I 750shp + 1,250lbs
The Rolls-Royce RB.50 is the company’s first propeller-turbine engine. The RB.50 is essentially a Derwent II turbojet engine with an additional turbine stage driving a reduction gearbox (designed by A. A. Rubbra) connected to a five-bladed Rotol propeller. The RB.50 ran for 633 hours on test during 1943, before being installed in a Gloster Meteor jet fighter which flew for the first time on 20 September 1944. The planned rating is 750shp + 1,250lbs residual thrust. It completed 298 hours of flight tests.

Rolls-Royce RB.39 Clyde
RB.39 Clyde I 2,300shp + 1,040lbs (4,030ehp)
The RB.39 is Rolls-Royce's first purpose-designed propeller-turbine engine. It uses a two-spool design, with an axial compressor for the low-pressure section, and a single-sided centrifugal compressor as the high-pressure stage, running on concentric shafts. The RB.39 is a long engine with the axial LP compressor in front of, in effect, a scaled down Derwent engine. Accessories are grouped around the axial. Cooling for turbines and turbine bearings comes from a small diffuser on the main shaft as well as tappings from the axial and centrifugal compressors. Began bench testing in late 1944 and the engine began initial flight tests on a loaned Fairey Spearfish, RA368, during September 1945. One problem during testing was damaging resonances emanating from the straight-cut spur gears in the reduction gearbox.
Length: 10.1 ft (3.08 m)
Diameter: 3.9 ft (1.19 m)
Dry weight: 2,800 lb (1,300 kg)
Compressor: LP - 9 stage axial, HP - Single centrifugal stage
Combustors: Eleven can-type combustion chambers
Turbine: HP - single stage axial, LP - single stage axial
Oil system: Pressure spray scavenge system
Maximum thrust: 1,225lbs
Overall pressure ratio: 6:1
Specific fuel consumption: 0.71 lb/hp/hr (0.24 kg/kW/hr)
Power-to-weight ratio: 1.43 hp/lb (2.08 kW/kg)

RB.53
This smaller turboprop design designed for civilian use in smaller aircraft was first bench run in 1945. Power output is planned for around 1,500shp.

De Havilland H-1 Goblin
H-1 Goblin I 2,700lbs 1943
H-1 Goblin II 3,100lbs 1944
DGo.3 Goblin III 3,350lbs 1945
DGo.4 Goblin IV 3,750lbs 1945
The de Havilland Goblin, originally the Halford H-1, is a turbojet engine designed by Frank Halford. The Goblin was the second British jet engine to fly, and the first to pass type tests and receive a Gas Turbine class type rating. Design of the engine was carried out by Frank Halford at his London consulting firm from April 1941. It is based on the basic design pioneered by Frank Whittle, using a centrifugal compressor providing compressed air to sixteen individual flame cans, from which the exhaust powered a single-stage axial turbine. Compared to Whittle designs, the H-1 uses a single-sided compressor with the inlet at the front, and a straight through layout with the flame cans exhausting straight onto the turbine. This made the engine somewhat simpler than Whittle's designs, allowing one of the main bearings to be removed. The H-1 first ran on 13 April 1942, and quickly matured to produce its full design thrust within two months. It first flew on 5 March 1943 in the Gloster Meteor, and on 20 September in the de Havilland Vampire.
Length: 107 in (2,718 mm)
Diameter: 50 in (1,270 mm)
Dry weight: 1,550 lb (703 kg)
Compressor: Single sided, centrifugal flow
Combustors: 16 chambers
Turbine: Single stage
Maximum thrust: 3,000lbs at 10,200 rpm
Overall pressure ratio: 3.3:1
Turbine inlet temperature: 790 °C
Fuel consumption: 3,720 lb/hr (465 imp.gal/hr) (1,687 kg/hr - 2,114 L/hr)
Specific fuel consumption: 1.3 lbs/lb/hr
Thrust-to-weight ratio: 1.9 lbs/lb

H-2 Ghost
H-2 Ghost I 4,400lbs
DGh.1 Ghost II 4,850lbs
The de Havilland Ghost was originally the Halford H-2. The Ghost came about when de Havilland started work on turbojet commercial aircraft in 1943. Frank Halford was able to meet the power requirements by simply scaling up the H-1. The H-2 uses ten larger flame cans in place of the Goblin's sixteen smaller ones, using split intakes to each can to feed in more air (equal to twenty cans feeding off the compressor). The H-2 was renamed the Ghost when de Havilland took over the Halford company. The Ghost began testing in 1944, and it first became airborne in October 1945.
Length: 121 in
Diameter: 53 in
Dry weight: 2,218 lb
Compressor: Single stage centrifugal flow
Combustors: 10 chambers
Turbine: Single-stage
Maximum thrust: 4,850lbs
Overall pressure ratio: 4.6
Specific fuel consumption: 1.02 lb/hr/lbf
Power-to-weight ratio: 2.25

H-3 Globe I 500shp 1945
Designed by Frank Halford as a replacement for the Gipsy series of engines. Bench run in 1945.

Armstrong Siddeley ASP
ASP.1 600shp + 1,100lbs 1944
ASP.3 3,670shp + 1,180lbs 1945
The experimental ASX axial turbojet was converted into a turboprop with the addition of a second turbine stage, which was geared to the propeller and was named ASP. It first ran in April 1944. Early flight-testing was carried out using a Lancaster, having the two outboard Rolls-Royce Merlins replaced by ASPs.
Length: 123.2 in (3129 mm)
Diameter: 54 in (1372 mm)
Dry weight: 3,450 lb (1565 kg)
Compressor: 14 stage axial
Combustors: 11 combustion chambers
Turbine: Two-stage turbine
Maximum power output: ASP.1 3,600ehp including 1,100lbs exhaust thrust,; ASP.3 3,670ehp including 1,180lbs exhaust thrust; ASP.3 4,110ehp at sea level at 8,000 rpm including 1,180lbs exhaust thrust
Overall pressure ratio: 5.35:1
Specific fuel consumption: 0.805 lb/hr/ehp
Power-to-weight ratio: 1.2:1

ASM.1
The ASM.1 is a compact engine with a 10-stage axial compressor, six combustion chambers and a two-stage power turbine. The epicyclic reduction gearbox is incorporated in the propeller spinner. Engine starting is by cartridge. At the early bench test stage.

Bristol Theseus
Theseus I 2,200hp 1944
Theseus II 2,200hp 1945
The Theseus was the Bristol Aeroplane Company's first gas-turbine engine design. A novel feature is the use of a heat exchanger to transfer waste heat from the exhaust to the compressor exit. Following 156 hours of ground runs and the receipt of a test certificate from the Air Ministry on 28 January 1945, two Theseus engines were fitted in the outer positions of an Avro Lancaster for air tests. The Theseus II is a production-standard variant.
Length: 81.85 in (2.07 m)
Diameter: 54 in (1.372 m)
Dry weight: 2,205 lb (1,000 kg)
Compressor: 8-stage axial, followed by a single centrifugal stage
Combustors: 8 combustion chambers
Turbine: Three-stage
Maximum power output: 2,220hp plus 825lbs exhaust thrust
Fuel consumption: 272 Imperial gallon (1,237 l) /hour
Power-to-weight ratio: 1.0 hp/lb

Bristol Proteus
A new design which is a two spool, reverse-flow gas turbine. Because the turbine stages of the inner spool drive no compressor stages, only the propeller, this engine is classifiable as a free turbine. Design work on the Proteus started in September 1944, during the course of development the gas generator section was built as a small turbojet which became known as the Bristol Phoebus. This engine was test flown in May 1945 fitted to the bomb bay of an Avro Lancaster but performance was poor due to airflow problems.


The Armstrong Siddeley ASX has now been dropped, the Derwent will equip the Meteor, the Goblin the Vampire. The Ghost will eventually see production in future versions of the Vampire (Venom) in the later 1940s. I hope to make more use of the Nene than Britain did historically. There is plenty of turboprop choice, the Air Ministry is backing several horses to see which will prove a winner. The RR Clyde will become the main military engine for heavy types and the Bristol Theseus the main civil engine. The Trent seems only likely for the Sea Meteor at present. Engine development is running slightly ahead of airframes and it will be 1947 before any of the above engine see any real use in production aircraft. These early marks should be considered as produced prototypes with shorter life and more problems than subsequent production types will have. Many are still slung on Lancs as test-beds and the flights of the Clyde in the Windsor and Spearfish should be considered as more trials rather than production-ready matches at this stage. As stated last year, jet technology is available to trusted allies and neutral nations with certain conditions that no engines or main components are produced under licence.